Aircraft



Oct. 5, 1943. E. F. ANDREWS AIRCRAFT Filed June 14, 1937 7 Sheets-Sheet 1 Oct. 5, 1943. E. F. ANDREWS 2,330,803

AIRCRAFT Filed June 14, 1937 '7 Sheets-Sheet 2 Oct. 5, 1943. ANDREWS 2,330,803

AiRCRAFT Filed June 14, 1957 '7 Sheets-Sheet 3 Oct. 5, 1943. E, ANDREWS 2,330,803

AIRCRAFT Filed June 14, 1937 '7 Sheets-Sheet 4 Oct. 5, 1943. E. F. ANDREWS 2,330,803

AIRCRAFT Filed June 14, 1957 7 SheetsSheet 5 g i-vxaiw Oct. 5, 1943. E ANDREWS 2,330,803

AIRCRAFT Filed June 14, 193! '7 Sheets-Sheetfi Oct. 5, 1943. E. F. AN-DREWS AIRCRAFT Filed June 14, 1937 7 Sheets-Sheet 7 06: W/T QZMA 175 l '76 2 i J3 Patented Oct. 5, 1 943 UNITED STATES PATENT OFFICE AIRCRAFT 4 Edward F. Andrews, Chicago, Ill; Application June 14, 1937, Serial No. 148,085

12 Claims.

This invention relates to aircraft with liftin surfaces of widely variable span and area and has for its principal object the provision of a new and improved aircraft capable of eflicient flight at very high speed and having a very wide range of speed and performance.

Fixed wing aircraft heretofore built have had supporting surfaces the areas ofwhich are determined by the low takeoff and landing speeds required by considerations of safety. Thus the landing speed of an aeroplane to operate from oridnary fields or water surfaces should not exceed 60 or 70 miles per hour. Higher landing speeds are only employed by special racing aeroplanes for which special piloting and landing conditions are provided, and in which safety is definitely sacrificed. 1

The supporting surface necessary even for these high takeoff and landing speeds is excessive for high speed flight, during which it sets up a wing surface resistance which is often the largest single element of the total drag and seriously limits the maximum speed attainable with a given power.

In addition to this, the present type of aircraft with invariable supporting area, has a relatively small ratio between its maximum and minimum speed, known as the speed range. The low end of the speed range is established by the low speeds necessary for safe landing and take off. Therefore unless the speed range can be increased, there is a definite limit .to which the According to my invention, I provide an air-g craft having a small area fixed wing .of high incidence specifically adapted for high speed flight without any consideration of the requirements of takeoff and landing. This aircraft is also provided with an auxiliary rotating wingsupporting system which can be completely retracted into the aircraft when the speed of flight is to be increased, and which can be again ex!- tended into operating condition for landing, takeoff or other flight conditions at low dynamic pressure, that is, flight at low speeds or high altitudes.

The rotating wing, when fully extended has a span or diameter considerably greater than the span of the fixed wing, and also a disc area which is much greater than the area of the fixed wing.

' The rotating wing supporting system 'may be arranged for operation as a helicopter or as an autogiro. A helicopter is regarded as a power driven rotating wing system which creates a flow of air downwardly through the disc swept by its blades and is capable of sustention without for-' the controls. Operated in this distinctive manner, my rotating supporting system is therefore substantially similar to a solid circular aerofoil of the area --of.the' disc swept by the rotating blades. Thus operated, my rotating wingis neither a propeller nor a windmill, but a deflecting aerofoil producing lift from forward speed, the lift coemcient of which can be varied somewhat above or below that of a solid surface by the direct application and variation of relatively small motor power.

v In this way, an extremely large equivalent supporting surface is obtained having a larger span than that provided by the small area fixed wing and in every "way ideally adapted, to the condi---- tions, of low speed flight. At low speeds the ro tating wing canot stall and go into a spin and can be made perfectly controllable down to very low forward speeds by mounting it on the aircraft so that its axis of rotation may be inclined in any direction at the will of the operator. If the' diameter of the rotating wing is made large, conipared to the. weight carried, very low forward speed and sinking speed can be attained, whereby landings in rough or restricted areas, or in fog,

may be made quite safelyn The .span or diameter of the rotating wing may be made large without excessive weight as the bending of the blades due to the liftcan be balanced by centrifugal force and although torslonally stiff, they can be made yielding in the direction of their I thickness so that they can be coiled up while they are rotating.

For purposes of takeoff the power of the-motor may be applied directly to therotating wing. Power may be stored in the rotating wing by, causing it to rotate above normal speed, and this power, with or without further power from the motor, may be used to secure takeoff without forward motion or with very low forward speeds.

In ordinary aeroplanes with fixed wing area the smal range of speed is attained by varying the angle of attack of the wing and thereby varying its lift coefficient. However, owing to the fact that the speed range attained is proportional to the square'root of the ratio of the maximum to minimum lift coefficient, only a small speed range can be obtained without reducing the minimum lift coeflicient employed during 'high speed flight to-a very low value. Therefore, to attain even the limited speed range of conventional aeroplanes the wing area must be relatively large, even at high speed. As the more, as the rotating wing is employed only at low speeds, the disadvantages and difliculties of rotating supporting surfaces at high forward speeds are completely avoided.

It is essential to this invention that a rotating November 2'7, 1936 (Patent No. 2,172,334, granted friction drag of a wing is a function of the area 4 exposed to the air stream, this component of the drag, which is very large at high speed, makes large area wings at low angles of incidence, as

used in conventional aeroplanes, very ineflicient for high speed flight.

In my invention I employ only a limited variation of the angles of incidence and lift coeiiicient to vary the speed, never reducing the angle of incidence and the high speed lift coefficient below a relatively high value. The unprecedented speed range made possible by this invention is obtained mainly by employing a much larger eifective wing area for low speed flight than is employed for high speed flightl The area of the fixed wing of my aircraft is not determined by the large areas required for landing and takeofi, but by the area required ,for high speed flight at the most eflicient angle of incidence and with the highest aspect ratio that can be practically employed.

The maximum lift coefllcient of the rotating wing is attained by suitable inclination of the disc swept by its blade to the direction of flight and may be considered as unity, with the motor disconnected from the wing. If the rotating wing is driven directly by the motor its lift coeflicient may be considerably increased.

My flxed wing operates at higher high speed lift coeflicient, higher angles of incidence. and carries wing loadings very much greater than prior airplanes at comparable speeds. My flxed wing may be constructed to carry wing loadings of 300 pounds per square foot or more. based on the ross weight of the aircraft at very high speed, but the wing loading of aircraft embodying this invention at lower speeds will of course be less.

-I also prefer to use a wing section relatively thick in terms of the chord to obtain a higher aspect ratio with a given thickness of the wing.

I attain excellent low speed performance without additional resistance at high speed by completely retracting the rotating wing during high speed flight. when completely retracted withinthe fuselage. only the weight of the rotating wing affects the high speed performance of the a craft. The influence of the weight is small bccause at high speed little power is required to sustain the'extra weight. My invention also provides two separate systems of sustention and control, each capable of supporting and controlling theaircraft independently of fthe other. Further- September 5, 1939). are particularly suited for this invention. I prefer a rotating wing capable of gradual extension or retraction'so that sudden and violent fluctuation of the air forces may be avoided during'the transition from one mode of flight to the other. Wings'of the type above referred to canbe wound in gradually while still rotating and the effective areawreduced slowly enough to allow the aircraft to attain the higher speed necessary for support by thefixed wing alone. During the reverse process, the rotating wing is'gradually extended so that time is available for it to acquire its normal speed of rotation as well as for. the aircraft to pass from the higher to the lower speed.

Especially-when very high speeds are attained, means may be provided .forshielding the rotating wings from the air streamwhile they are bein wound and unwound. Any sudden changes in the maximum speed increases and partly because the reduction of the drag resulting from reduction of the supporting area isgreater at high speed. The advantages of this invention in reducing the wing drag also have a much larger effect when the parasite drag of the rest of the aircraft is low. Therefore a fuselage of very good streamline form together with retractible alighting gear and all practical means of reducing parasite re sistance are-employed. Sharp breaks in the contour of the fuselage are avoided and visibility is secured by making the smooth streamline surface of the fuselage of transparent material.

This visibility may be enhanced by locating the pilot in the front of the fuselage. The control surfaces are made smaller than usual to give low drag under high speed conditions and the rotating wing should have differential blade angle control or should be mounted with an adjustable axis so that it may be suitably inclined at will-to provide the main lateral and longitudinal control at low speeds.

Means are provided whereby power can be applied to the rotating wing to bringit'up to proper speed for direct takeoff 'or takeoff with a very short run and to overcome the profile drag of its rotating blades as far as possible without excessive torque reaction during steady, flight and for improving its low speed and climbing emciency.

It will thus be seen that a novel and highly improved aircraft is provided by this invention capable of enormous variation of its efiective lifting surface and great increases in speed range and high speed efliciency.

Certain features of the instant disclosure, notably a retractable landing gear arrangement and shock absorbing means, are disclosed and claimed in my co-pending application Serial No. 498,286. filed August 12, 19-13, which is in part a division and continuation-in-partof the instant application.

The invention will be more fully understood from the following description of preferred embodiments thereof taken in conjunction with the accompanying drawings, in which Fig. 1 is a plan view of an aircraft embodying my invention, certain parts thereof being broken away. I

Fig. 2 is a front elevation thereof on a smaller scale showing the complete aircraft.

Fig. 3 is a longitudinal section of the forward end of the aircraft showing the rotor in. operating position.

Fig. 4 is a cross-sectional detail view, taken on the line 4-4 of Fig. 3 and on a larger scale.

Fig. 5 is a cross-sectional detail view taken on the line 55 of Fig. 3 and on a larger scale.

Fig. 6 is a longitudinal section through a part of an aircraft showing a further embodiment of my invention applied thereto, including spherical shields around the drums.

Fig. 7 is a side elevation of Fig. 2 showing the comparative dimensions of the rotating wing blades and the body of the aircraft.

Fig. 8 is a sectional view of an aircraft embodying my invention and provided with a turret for housing the rotating wing.

' Fig. 9 is a front elevational diagrammatic detail showing the relation of the turret to the fuselage.

Fig. 10 is an elevational view, on a small scale, of an aircraft in which the rotating blades are partly extended and the turret partly elevated.

' Fig. 11 is a plan view of this aircraft.

Fig. 12 is a diagrammatic view of the wing indicating the manner in which the angle of incidence may alter with the displacement of the blade from the radial position.

Fig. 120 is a diagrammatic section taken on' the line AA of Fig. .12 showing the relative position of the drum and the wing section dotted in.

Fig.-12b is a diagrammatic view of the wingsimilar to Fig. 12, but showing the curve of the angle of incidence change against blade displacebeing adapted for very high speed range.

Referring to the drawings and more particularly to Figs. 1, 2, 3, and "I, the aircraft consists of a thoroughly streamlined fuselage 10, with a propeller ll, preferably of the variable pitch type, at its forward end, and retractable landing wheels 12. The propeller pitch control mechanism 8 is operated by a control handle 9. Seats I3 are provided for an operator and passenger, and to obtain visibility a section of the fuselage covering I4 is constructed of a transparent material. A fixed wing I5 is attached to the fuselage. This wing is designed for sustaining the aircraft at high speeds and has a small area and a relatively high angle of attack. The wing is provided with ailerons I6 for lateral control. The rear end of the fuselage l0 carries horizontal control surfaces l1 and vertical control surfaces l8. These control surfaces are of such dimensions as to provide proper control of the aircraft with minimum drag at the high speeds at which wing I5 is designed to operate.

Takeoff, landing, and flight at low dynamic pressures are accomplished by means of the large diameter rotating wings 19. The wings I!) are attached to polygonal drums 20 around which they may be coiled. The drums 20 are carried on arms 2| projecting from a hub 22 which is rotatably mounted on a stationary casing 36. The rotor is driven from the propeller shaft 24. An over-running clutch 25 is preferably inserted between the engine 26 and the propeller shaft 24 so that the engine can drive the propeller shaft 24, but the propeller shaft continues to rotate if the engine stops. A pinion 21 carried by the shaft 24 meshes with a gear 28 carried by. one end of a shaft 29. The other end of shaft 29 carries a clutch 30, operable by a handle 3| within reach of the operator, which engages or disengages shaft 29 from a pinion 32. The pin= ion 32 meshes with a gear 33 carried on the lower end of. a universal joint 34. Another universal joint 35 transfers the motor torque to the hub 22 through pinion 23 and gear mechanism (not shown) within the stationary casing 36 0f the rotor. This gear mechanism and in fact the whole I hub and rotating wing structure may suitably be similar to that described and illustrated in the previously referred to Theodorsen and Andrews Patent No. 2,172,334. The universal joints 34 and 35 are connected by a telescoping drive shaft composed of three sections, 31, 3B, and 33. One end of section 31 of the shaft is secured to the universal joint 34. The section 38 slides within 7 section 31' and, on its outer surface, carries splines 49 which engage in slots in the inner surface of the section 31. The upper section 39 of the driveshaft is secured to the universal 'joint 35 at its upper end and telescopes into section 38. The

outer surface of section 39 carries splines 4| which operate in slots in the inner surface of the section 38. This construction is best seen in Fig. 5. Thesection 38 may be connected to the section 39 by means of a pin and slot or other suitable means providing limited sliding engagement. The purpose of this construction will become evident when the operation of the device is further described.

The hub casing 36 is universally mounted so that the axis of rotation of the rotatingwing may be inclined in any desired directionfor purposes of aircraft control during the operation of the rotating wing. As shown in Figs. 3 and 4, the hub casing 36 carries pins 42 which operate in bearings in a ring member 43. This permits the axis of the rotating wing to be tilted in a plane transverse relative to the aircraft. The ring member 43 carries pins 44 which are at right angles to the pins 42 and are pivotally, mounted in bearing members 45 adjustably carried by the aircraft as will be later described. The pivot pins 44 permit the hub casing 31 and the axis of the rotating wing to be tilted fore and aft relative to the aircraft.

The casing 36 carries a formation 46 within which is rigidly mounted a tube 41, which projects downwardly. At its lower end the tube 41 carries a bracket 48 whereby it may be actuated.

The bearing members 45 are'mounted on vertical downwardly projecting rods which carry pistons operating in cylinders 50. At their lower ends the cylinders 59 are rigidly connected to a header 5| which is rigidly mounted on the body of the aircraft. At their upper ends the cylinders 59 are joined together by horizontal brackets 52 which may be secured to the fuselage.

A pump 63 is continuouslydriven by'the shaft 29. The inlet of the pump is connected to a reservoir 54. The outlet of the pump is connected to the reservoir through an automatic pressurerelief valve 56 and through a manually operable valve 56. The outlet of the pump is also connected through a three way valve 51 to the header .of the pump to the cylinders 50 or to the cylinders nected by a spring I15 to a lever I16. After the wings arewound up on the drums 29, the lever I16 is pulled rearwardly and the lever I13 is thereby applied with yieldable force to the cam members ill and servesas a detent and brake. finally bringing the rotary structure to rest with the lever I13 located inone of the valleys I12.

These valleys are correlated with the rotary structure so that the latter is arrested with the drums 29 in fore and aft relation so that the wound in the manner above described. The valve then operated to release the oil pressure withgi the tubes 59. Thereupon, the rotor will desceffd into the fuselage by its own weight, the rods 9.

telescoping into the cylinders 56, section 38 of the drive shaft telescoping into section 31, and

96, and it may be set to prevent communication between the outlet of the pump, the cylinders 59, and the cylinders 96. When the valve 56 is opened and the valve v51 is set for communicabeen projected they-quay beamaintained in that condition by simply moving the valve 51 to a position in which it cuts oil communication between the associated cylinders and the reservoir 54.

The rotor blades i9 are wound up on. or wound from, the drums 29 by rotating the hand wheel creased visibility during takeofl and landing, at

69 carried at the lower end of the tube 41. The

- hand wheel 69 operates the brake band 62 to wind in the wings when turned in one direction and the brake band 6| for extending the wings when turned in the opposite direction. The construction and operation of this mechanism is fully described and illustrated in the previously referred to Theodorsen and Andrews patent. A central h l ear 66. meshing with helical gears 64 rotates the drums 29 by means of helical gears 65 meshing with helical gears 66 mounted on shafts 61.

The gear 93 is integral with a gear I69 which meshes with a large gear I69, rotatably mounted in a fixed bearing I19. The ratio between gears I66 and I69 is such that the latter rotates at the same rate as the rotary structure. The gear {69 is provided with cylindrical cam members I" which define two diametrically opposite valleys I12, One end of a lever I19 which is pivotally mounted at I14 bears a ainst the cam members Ill. The opposite end of the lever I19 is consection 39 into section 38. The rotor will then occupy the position in the fusela e shown in dotted lines in Fig. 3.

It should be noted that, in the event of engine failure, the presence of the over-running clutch 25 enables the propeller H to be driven by air forces and thus drive the shaft 29 to project the rotor from the fuselage. initiate its rotation, and unwind the wings Hi from the drums.

As will be seen, the retracted rotor occupies a position in the fuselage in front of and between the lines of forward sight of the two passengers, with the greatest dimension of the rotor system from front to rear and the smallest dimension from side to side. Each passenger is thus provided with visibility forward and sidewise. The rotor is housed wlthin a compartment 69 in the fuselage. The. compartment 69 may be constructed of transparent material to provide inwhich times the rotor is in elevated position.

The opening 69 in the top of the fuselage through which the rotor is projected from or retracted into the compartment 69 is closed by-a sliding panel '10 when the rotor is in the retracted position. Two cables 1|, connected to the forward end of the panel 19,- pass over pulleys 12 and wind up .on a drum 1: operated by a crank 14. A ratchet '15 is carried on one flange of drum 13 and is engaged by a pawl 16. A spring 11 is connected to the rear of the panel 19 and anchored to the rear of the fuselage, and tends to hold the panel 19 in its rearward position. When the rotor is retracted. the crank 1.4 is operated to wind up the cables 12 on the drum 13 sliding the panel 19 over the opening 69 against the tension of the spring 11. When the opening 69 is completely closed the crank 19 is released by the operator. and pawl 16, in engagement with ratchet 15, holds the drum 13 against rotation in the reverse direction. A cam 16 adapted to engage pawl 16 is operated by the valve handle simultaneously with the valve 96. Thus, when the operator turns the valve 56 into position to elevate the rotor. the cam 19 engages pawl 16. releasing it from engagement with ratchet 15. The spring 11. pulls back panel 16 to uncover the opening 69 and the rotor rises into projected position.

For purposes of rolling and pitching control I provide a control lever 19 with a handle'99 within convenient reach of the operator. The

control lever 19 is free to move in any direction and is pivoted on pins 8I and 82 to a bracket 83 carried by two of the vertical tubes 50. At its upper end, above the pivot pins BI and 82, the lever 19 curves forward and downwardly, and its end carries a ball engagement with control lever 19, the ball 84 being within a hole 85 in the member48. It will be seen that a mvement of the handle 80 in any direction will cause the axis of rotation of the rotor to be inclined in the opposite direction. Because of the universal joints 34 and 35, and the telescoping drive shaft connecting them, the axis of rotation of the rotor may be inclined in any direction without affecting the drive from the engine.

When the rotor is retracted the engaging member 48 also descends away from the ball 84 on lever 19. In this condition the lever 19 is free to be moved without affecting the retracted rotor.

and is then used for control in high speed flight. Cables 86 and 81 pass over pulleys 88 and are attached to the elevators I1. Cables 89 and 90 are connected to lever 19 in a similar manner and to the ailerons I6. Thus a movement of the handle 80 will produce a movement of either the elevators I1 or ailerons I6, or both. When the rotor is not in use the lever 19 operates the elevators and ailerons for high speedfiight control. These are small and of low drag and, though adequate for high speed flight, are insufficient by themselves for satisfactory control at low speeds. When the rotor is in operation, the lever 19 operates the ailerons and elevators and, in addition, tilts the axis of rotation of the rotating system in desired direction to provide additional control at the low speeds.

For high speed flight it is desirable to reduce the drag to a minimum. Therefore, the landing wheels I2 are made retractable into the fuselage. The wheels I2 are carried in yokes 9|. The yokes wing system is carried on the fuselage by upright rods I06 of which the lower ends are mounted on a base I01. The base I01 is rotatably mounted on a shaft I08 affixed to the fuselage. An arm I09 is rigidly attached to the bearing member I01. A hydraulic cylinder IIO which is pivotally attached to the fuselage by a pin III contains a plunger which is connected to the arm I09 by means of a pin II3. A compression spring II4 within the cylinder IIO bears against the end of the cylinder and urges the plunger II2 to the left as viewed in Fig. 6. The plunger II2 acts on the arm I09 to raise the rotating wing system to its upright position as seen in full lines in Fig. 6. A pipe II5 connects one end of the cylinder IIO to one side of the valve II6. A pipe II1 connects the other end of the cylinder to the opposite side of the valve H8. The valve I I6 is operated by the handle I I 8. Oil pressure from pump 53 may be supplied to either one side or the other of cylinder IIO by movement of the valve handle 8 in the proper direction. By operation of the by-pass valve IIB by the handle II8 the oil pressure may be released from either side of the cylinder I I0 when it is desired to cause the plunger II2 to travel in the opposite direction. Normally the spring II4 raises the rotating system to the operating position, but oil pressure through the pipe II1 may be used to raise the 9| are carried by arms 92 from a bearing member 93 rotatably mounted on a shaft 94. The shaft 94 is attached to the fuselage by means of blocks 95. At best seen in Figs. 2 and 3. the shaft 94 is so positioned in the fuselage that the landing wheels I2 swing backwardly and inwardly into the fuselage behind the passengers so as to remove all drag associated With the alighting gear. The retracted position of the wheels is shown in dotted lines in Fig. 1. In Fig. 7 the recesses I11 in the body into which the wheels I2 retract are shown. These recesses may be covered by struc-' ture for this purpose attached to the members 9| and 92.

The cylinder 96 which operates the wheel I2 is pivotally attached to the fuselage by a pin 91.

A plunger which operates within the cylinder 98 carries a rod 98 which is connected, by means of a pin 99, to an arm I00 projecting from the bearing member 93 and integral therewith. A compression spring IOI within the cylinder 98 tends to move the rod 98 to the left, as viewed in Fig. 3, and normally keeps the wheel I2 within the fuselage in retracted position.

Thewheels I2 and the rotor system can be both projected and retracted simultaneously or p the wheels can be retracted while the rotating rotor system.

The axis of the rotating wing system may be inclined in any direction desired in a manner similar to that of the first described embodiment of the invention. A lever H9 is universally pivoted, by means of pivot pins I20 and I2I, at the lower end of a bracket I22 rigidly carried on the shaft I08. The lower end of the lever II9 carries a handle I23, and its upper end is formed to engage a spherical portion I24 near the lower end of the tube 41. The upper end of the lever H9 is forked at I25 to provide space for the hand wheel and isalso slotted-at I26 to permit disengagement of the spherical portion I in carried by the tube 41 from the lever II9 when the rotor is being tilted backward to the retracted position. Power may be supplied to the rotor by a drive shaft I21 which connects the universal joints I28 and I29. The shaft I21 is splined atone end, I30, to the universal joint I28 without disturbing the drive when the'rotor is tilted in any desired direction by operation of handle I23.

When the valve U8 is turned to admit oil under pressure through line II5 to the front end of 'the cylinder IIO, after the wings I9 are coiled on the drums 20 and the rotor has ceased to rotate, the rotor assembly will be rocked around the shaft I08 by the plunger II2 operating the arm I09. In its fully retracted position the rotor assembly will assume the position in the fuselage shown in dotted lines, Fig. 6, and the bevel gear 33 becomes disengaged from bevel pinion 32. Also, the spherical portion I24 on the tube 41 becomes disconnected from the upper end of the control lever arm II9. After the rotor is retracted the crank 14 is operated to close the opening I30 in the top of the fuselage by a sliding panel If, in the same manner as described in the previous embodiment of this invention.

The pawl 16 in this case is operated by a cable I32 which is connected to the pawl and to an arm I33 carried on and operated by movement of the handle II8. ,When the handle H8 is operated to raise the rotor system, the pawl 18 is released from engagement with the ratchet 15 on the drum 13 and the panel I3I is drawn back by a embodiments the cylinder III] is of suflicient strength to raise the rotor and hold it in operating position.

The rotor assembly in this embodiment of the invention is similar to that shown in Fig. 3 ex-- cept that the gears and shafts for rotating the drums to coil up or unwind the wings are completely enclosed, as are also the wing drums 20. During the transition from high speed to low speed flight or vice versa, in is important to prevent excessive air forces from acting upon the wings I9 and drums 20 during the process of retracting or projecting the rotating wing system.

The wings I9 have considerable inertiaand should not be extended or retracted too rapidly during their rotation. Therefore the process of putting the rotating wing system into operation or retracting it from the operating position requires an appreciable time. As the airspeed at the beginning of the extending operation is quite high, as well as at the end of the retracting operation, the air forces acting upon the winding up or unwinding wing are considerable.

For the, purpose of reducing the fluctuation of the air forces, as the'rotating system revolves and for protecting the partially or fully wound up wing from direct exposure to these air forces, spherical metal enclosures I'I'J are attached to the arms 2| and completely surround the drums 26 and the portion of the wings I9 wound thereon. These enclosures "8 are constructed with sufficient strength to withstand the maximum air forces encounteredfand are securely attached to the arms 2| at I19 and also, if desired, to extensions from the axis of the drums. Each enclosure I18 is provided with a slot I89 through which the wing I9 may beextended. This slot extends from the level of the axis of the drum 28 nearly to the top of the spherical enclosure so as to clear the wing I9 when it is fully unwound from the drum as well as when it is completely wound.

thereon. The spherical form of these enclosures is well adapted for reducing the fluctuation of the air forces exerted thereon and gives them a fairly low coefflcient of air resistance.

Fig. 16 illustrates an aircraft adapted for a,

extends from the motor I6II to the gear box I63 in the nose of the fuselage and runs between the pilot and passenger. A variable pitch propeller I64 is driven by the shaft I62 and, if desired, a gear reduction may be provided by the gear box I63. The upper portion of the fuselage at the nose ahead of the pilot and passenger is composed of a transparent covering I65 to provide visibility. This construction provides the maximum visibility in all directions for both the pilot and the passenger without in any way detracting from the unbroken streamline form of the fuselage.

Another modification of my invention is illustrated in Figs. 8 to 10 inclusive. In this construction the rotor has four blades I 9 which, when retracted, are housed within a cylindrical turret I8I. It is advantageous, from the point of view of low speed performance, to have the blade area large but with due consideration to maintaining the unit small and compact when the wings are wound up and retracted. A four bladed assembly is more economical of space than one with two blades havingthe same blade area when it is housed within a cylindricalturret as shown.

The four drums 29 upon which the wings I9 may be wound are carried by the arms I82 spaced radially around the rotating hub 43. Each drum is provided witha worm gear 66 meshing with a worm 65. The worm 65 is driven from the central helical gear 63 through a shaft passing through the arm I82 and connecting the worm 65 with the gear 64 which meshes with the central gear 63. As seen, the four gears 64 are equally spaced around the periphery of the central gear 63.

The turret I8 I is carried on supporting members I83 projecting upwardly from the arms I82. The turret It is in the shape of a cylinder having walls- I89 and closed at the upper end by a cover I84. the turret to form a lip I85 around the top of the turret. A circular opening I86 is provided in the top of thefuselage I81 into which the turretmay beretracted. This opening is recessed at I88 so that when the turret is in its lowermost position the lip I85 of the cover will fit into and make a tight seal with the top surface of the fuselage. The cover is convex and, in

opening MI is closed, when the rotor system is not in operation, by means of a sliding panel I42 in the same way as in the previously -described As shown in Fig. 16 an eight cylinder V motor,

for instance, may be.-mounted in thefuselagesomewhat'behind the center of gravity. The

seats I6I for the pilot and passenger are placed the retracted position, exactly conforms to the curvatureof the fuselage which is the same in front and side view to provide an unbroken surface.

The rotating hub- 43 is carried by a central hub 36v which pivots in any direction on pins 42 and 43, as previously described. The rotor assembly may be hydraulically projected up from or retracted down into the fuselage as described in connection with the construction shown in Fig. 3. 'I'he'wall I89 of the-housing I8I is provided at its lower end with a curved portion I90 forming a section of a sphere, tiltable for purposes of control. This spherical portion of the wall I69 permits 'the turret to be tilted in any direction for control purposes while keeping the same clearance between the walls I89 of the housingand the opening I86 in the fuselage. The walls I89 are provided with slots I9I, one

for each blade. These slots are so dimensioned as to permit the blades I9 to be extended or wound up on the drums andalso permit the blades to swingin the plane of rotation as well as in a vertical direction.

The tilting of the rdtor assembly may be accomplished through a control tube I92 carried by the hub 36. At its lower end tube I92 carries The cover I84 overhangs the wall of a member I93 slidably connected to the rod I94. The rod I94 is pivoted at its lower end to a shaft I95. Movement of the rod I94 transversely of the fuselage is obtained by rotation of the shaft I95 and longitudinal movementis obtained by operation of the link I96 connected to the rod I94. The shaft I95 and link I96 may be connected to the control column (not shown) in such manner as to provide proper movement of the rod I94 for normal control by the rotor in flight with the standard movements of the control column.

A radial motor I9! is mounted in the fuselage behind the rotor supports with its cylinders in a horizontal plane. Baffle plate? I 98 are placed around the cylinders so as to extend between the fins of adjacent cylinders. The motor is cooled by means of air taken in through forwardly directed openings I 99 below the plates I98, and discharged through backwardly directed openings 2I2, above the plates I98.

The propeller 200 is mounted at the bottom of the fuselage to provide proper clearance below the blades of the rotating wing and is driven by the propeller shaft which connects to the engine through an over-running clutch 20I. The rotating wing may be driven by means of the friction disc .202 and friction wheel 203. The friction wheel 203 is attached to a hub 204, which is slidable along the propeller shaft 205 and is keyed thereto. The friction wheel 203, together with its hub 204, is moved along the shaft 205 by means of a control rod 206. .To insure a positive frictional engagement, the disc 202 is forced downwardly against the face of the friction wheel 203 by spring 201. The faces of the disc 202 and the friction wheel 203 are of such material as to havesatisfactory frictional characteristics and at the same time to be resistant to wear. The yoke 208 in the slot 209 permits the friction wheel 203 to friction wheel 203 is moved further to the left, the

gear ratio between the shaft 205 and the shaft 31 is reduced. Thus a larger portion of the power of the motor I91 may be imparted to the rotating wing at the will of the operator by moving the rod 206 to the left. This variable gear ratio transmission provides a means for applying any desired portion of the power to the rotating wing. Other variable gear ratio means may also be employed for securing this result. Especially during climb, ceiling and low speed flight, it is advantageous to apply a considerable amount of power to the rotating wing, but this must be limited to an amount which will not generate a torque reaction greater than can be satisfactorily overcome by the controls.

The alighting gear consists of wheels I2 carried by members 92, which are hinged to the fuselage and braced thereto when in the extended position by members 2I0 (Fig. 10) This alighting gear may be retracted backwardly as illustrated in Fig. 3. Recesses for the members 92 and brace members 2 I are provided in each side of the fuselage and recesses 2| I are provided to receive the wheels I2. When the wheels are in the retractedposition the members 92 and brace members 2I0 fill the blades clear the fuselage.

in the recesses to provide a smooth fuselage surface, and the cover plates I18 carried adjacent the wheels by members 92 close the openings 2| I.

In this modification the rotation of the rotor system may be started as soon as the turret I89 begins to rise out of the fuselage. The unwinding of the blades may be initiated as soon as the rotor reaches a position where the first links of Thus the blades can start to unwind when only a portion of the turret is exposed above the fuselage. The blades will then continue to unwind while the turret rises and will be fully extended' when the turret reaches its uppermost position. In Fig. 10 the position of the turret is shown when the blades "are partially extended in the process of unwinding or winding up. It is preferable to cause the turret to descend at the proper speed While the blades are being wound in, and rise gradually while they are unwinding, because the resistance imposed by the projecting turret should decrease or increase gradually as the blades wind in or out so that the supporting surface increases as the drag increases, and vice versa. In other words, the turret should rise above the surface of the fuselage only as much as necessary to permit the wing to, unwind until a considerable portion of the wing is in operation. Thus considerable additional supporting surface is providedbe ore there is too great an increase in resistance and reduction in speed. 3

The operating mechanism for extending and retracting the turret can be so proportioned relative to the rate at which the blades unwind as to comply with this requirement and also to as-- sure adequate clearance for the rotating blades above the fuselage. Other means for accomplishing these objects may also be provided.

It will be noted that the fuselage is of aerofoil shape with the propeller mounted at the lower forward extremity. This permits the mounting of the turret directly in the top of the fuselage, while providing proper clearance between the propeller and the rotating wings. This type of fuselage will provide the same advantageous arrangement for mounting other types of rotating wing directly on top of the fuselage. The position of the propeller in this arrangement requires a higher alighting gear to provide proper propeller ground clearance. However, as the alighting gear is retracted during flight and the landing speed is low, this presents little difliculty. If desired, a fuselage of this section may'be made to contribute to the lift. It is desirable at high speeds to avoid too great a curvature of the rear portion of a streamline body such as a fuselage of the section here described. The curvature can be more equally distributed between the top and bottom surfaces to the rear of the maximum thickness by raising the center line of the fuselage toward the rear, thus reducing the top curvature by adding to that of the bottom. This reduces the tendency for the airflow to separate from the surface and therefore tends to reduce the drag.

Aircraft of the type of this invention may land in restricted areas and should therefore preferably be able to take off in limited space as well. For this and other reasons it is desirable that means should be provided to enable the aircraft to rise into the air withoutforward motion over the ground, or at least with Very low forfor the initial rise into the air. For this and other purposes, it is desirable to provide means for varying the angle of incidence of the rotating blades relative to a plane perpendicular to their axis of rotation. This change of blade'angle may be accomplished in a manner which will now be described. I

Referring more particularly to Figs. 12, 12a,

12b, 13, and. 14, the blades l9 are pivotally anchored to the drums 2ll by means of a pivot 2|2, 10

drum. The sleeve 2! is .pivotally mounted on trunnions 2|5 and 2|6, which define an axis 2|! upon which the sleeve may oscillate to permit the extended blade to lie in a generally radial direction with respectto the axis of rotation, as shown in full lines in Fig. 12, and to occupy other positions fore and aft of the radial position, as indicated by the lines 2| 8,2! and 220,225 respectively, as shown in Fig. 12. The axis 2|! may have a fixed angular position relative to the axis of rotation about which it rotates.

The wing l9 has a series of pivotal joints along its entire length similar and substantially parallel to the pivot 2l2, asmore fully described and illustrated in the above referred to copending application Serial No. 112,888. Because of these two components, each projected upona separate 0 reference plane. The first reference plane includes-the axis of rotation and extends radially therefrom through the midpoint between the trunnions 2|5 and 2|6. This plane corresponds to the plane of the paper in Fig. 14, the axis.of

- rotation being removed tov the right and extend ing vertically. The trunnions 2|5 and2|6 are shown projected into this plane and the'projection of the axis 2|! into this plane has an upward outward slope to the extent of about 6 degrees to the axis of rotation. For convenience I refer to this angle as the angle of outward slope. As a result of this angle, the trunnion 2|5 is located further away from the axis of rotation than the trunnion 2|6, as shown in Fig. 14. The second reference plane is parallel to the axis of rotation and perpendicular to the first reference plane. Fig. 13 is a view in this second plane, and the axis of rotation extends vertically-behind the paper, substantially in alignment with the midpoint between the trunnions 2|5 and 2|6.- The direction of rotation of the wing, including the drum 20 is to the left, as indicated by the arrow. The slope of the axis 2|! has arcomponent pro jected upon this second plane which forms an angle of about degrees to the-axis of rotation,

the trunnion 2|5 being located to the rear of the trunnion 2 I 6 relative to the direction of rotation,

. as shown in Fig. 18. For convenience, I refer to this angle as the angle ofbackward slope.

given the desired angle by inclining the axis of rotating position when at or near the radial position, and in this position should have a proper angle of incidence for autorotation, for instance about 4 degrees. As a result of the slope of the axis 2|!, the angle between the chord of the rotating wing l9 and a plane perpendicular to the axis of rotation, which may be called the angle of incidence, will vary in the following manner as the sleeve 2" carrying the drum 20 and the wing I9 oscillates backward and forward around Referring to Fig. 12, the wing l9 may have its normal angle of incidence when somewhat behind the radial position, for instance, at the position indicated by the line 225, and there is a tendency for this position-t0 be maintained by the effect of centrifugal force and the torque applied to the blade. Under the influence of varying forces, the blade l9 may swing into other positions forward or backward of the normal position. On account of the slope of axis 2|! around which this forward and backward swinging motion takes place, theangle of incidence of the blade l9 relative to a plane perpendicular to the axis of rotation changes with this backward and forward swinging motion. Owing to the pivot 2|2 and the freedom of the drum 20 to turn upon its own axis, the wing I9 is free to swing backward and forward without at the same time rising and falling. If the wing l9 occupies the position 220, its angle of incidence will benear 0 or'near the point of minimum drag. As the wing l9 swings forward from-position 220, its angle of incidence continues to increase until itreaches the position 2|9, at which its angle of incidence is a maximum, for instance about 5 degrees. As it continues to swing further forward from position 2 l9, its angle of incidence begins to decrease and at the position 2|8 its angle of, incidence is smaller than its angle of incidence in the radial position.

' For purposes of illustration, the effect of the slope of axis 2|! in producing this variation in the angle of incidence may be separated into the component due to the angle of backward slope (Fig. 13) and the component due to the angle of outward slope (Fig. 14). If the axis 2|! had an angle of backward slope only, the angle of incidence of the wing l9 would tend to decrease when swung either-backwardor forward from the radial position. As a result of the angle of outward slope, the position of maximum angle of incidence is located ahead of the radial position and the combined effect of the two components of the .slope ofv axis 2|! causes the wing |9 to change its angle of incidence in swinging backward and forward between positions 2|8 and 220, as previously described. By a suitable selection of the two components of the slope of axis 2"; the position of the maximum angle of incidence 2|9 may be located at a position forwardly of the radial position and the rate of angle change may also be predetermined.

' The degree of slope and the'direction of the axis 2!! and its effect upon the change of angle of incidence with forward and backward movements of the wing l9 may also be defined in a different manner to show more directly the rela-' tion between the direction of the slope and the position of maximum angle of incidence.

12, 12a, and 12b.'. The slope of the axis 2|! will be defined as the angle between it and a plane perpendicular to the axis of rotation, which angle will be referred to for convenient reference as the angle of inclination. This angle is shown in For- I this purpose particular reference is made to Figs.

The chord of the wing I9 is substantially paren, allel to the axis of the drum 20, and the wing is position.

at. H

Fig. 120 asthe smallest angle between the axis 2" and the plane 222. 'The direction of axis 2|! will be measured by the smallest angle between 7 the plane containing this axis and a radial plane containing the axis of rotation and passing through the midpoint of axis 2, which angle will be referred to for convenient reference as the angle of direction. This angle is shown in Figs. 12 and 1211 as the angle. between the plane containing the axis 211 and the plane 223.

In Fig. 12a, the axis of rotation is located behind the plane 01 the paper andextends in a vertical direction. The plane 222 is perpendicular to the axis of rotation and passes through the midpoint of axis 2". The axis 22i of the drum 2!) forms an angle of about 5 degrees with the plane 222, Fig. 12a being viewed along the line 2l9. As previously pointed out, the chord of the wing l9 and the axis of the drum are substantially parallel, and will therefore have the same plane 223, for instance a position indicated by the line 225. The amount of displacement backward of the radial plane 223 will be dependent upon the amount of torque applied. Aerodynamic dampingwill, however, always be assured as long as the position of maximum angle'of incidence lies sub: stantially aheadof this normal position and this will always be the case when the position of maximum angle of incidence 2l9 lies ahead of the radial plane 223.

Referring now to Fig. 12b, the full line curve 224 indicates the change of the angle of incidence of the chord of the blade l9 relative to the plane 222 (Fig. 12a) as the blade swings backward and forward around the axis 2 l I. It will be seen that the angle of incidence reaches its maximum of about 5 degrees at the position 2 I 9. Both in front and behind this position, the angle decreases as the angle of inclination, that is, the angle of the I axis 2" to the plane 222 (Fig. 12a) If this angle is made smaller, the amount of angle change per tion or the radial plane 223 includes the axis of Y rotation and passes through the midpoint of the axis 2", projecting outwardly therebeyond. When the blade I9 is rotating about the axis of rotation, centrifugal force tends to hold the mass center of the wing I9 in the radial plane 222. This is the position occupied during autorotation when no torque is applied to the blades from the hub and is the position assumed in the event of motor stoppage. For this and other reasons, the

plane 223 has been taken as a convenient plane to which the angle of direction may be referred.

The angle of direction is particularly important in establishing the position at which the maximum angle of incidence of the blade i8 indicated by the line 2I9 occurs relative to the radial plane 223. When the wing 1! lies on the line 2 l9, it has its maximum angle of incidence, the angle decreasing as the wing swings either forward or backward from this position around the axis 2 IT. This position of maximum angle of incidence degree of forward or backward movement of the wing I 9 becomes greater, and vice versa. The curve 224 shows the change of angle of incidence with forward and backward motion for an angle of inclination of about de rees. I

It will thus be seen that the rate of change of the angle of incidence may be varied by varyin the angle of inclination and that the position of maximum angle of incidence may be varied by varying the angle of direction. When the angle of direction-is 90 degrees. the position of maximum angle of incidence will coincide with the radial plane 223, mider which conditions the angle of incidence will decrease on either .side of this plane. In this position the axis 2H slopes upwardly and backwardly in a manner similar to that illustrated in Fig. 13. The dotted curve in F18. 1211 indicates the position the curve 224 would occupy if the angle of direction were made 90 degrees.

bears a fixed relation to the plane parallel to the axis of rotation containing the axis 2". the plane parallel to the axis of rotation which includes the line H9 is perpendicular to this plane containing the axis 2 and parallel to the axis of rotation. Fig. 12a is a view in this plane containing the axis 2" and parallel to the axis of rotation. I prefer to have the angle of direction somewhat less than 90 degrees so that the Thus position of maximum angle of incidence 2N will where a small amount of torque is normally applied to the hub, the blade I! will occupy a nor- In the preferred form of oper ti n.

mal position somewhat to the rear of the radial '75 a it It must be understood that the particular angles referred toare to be considered as exemplary and that the angle in question may be varied considerably for the attainment of desired results. within the scope of this invention The wings I! occupy substantially the radial position 223 shown in Fig. 12 if no power is being applied to the rotating wing system from the motor. However, if a small amount of power is being applied to it, for instance through the-friction disc and wheel 202'and 203, as shown in Fig. 8, the wing will normally occupy a position somewhat to the rear of the radial position, for instance the normal position indicated by the line 225. This position is determined by the torque applied to the hub, the drag of the blade, and the centrifugal force component tending to bring the wing into the radial position. When a small or moderate amount of power is being applied according to the preferred method of operation, the change of wing angle. with oscillation about the axis 2" tends to limit the power absorbed and therefore the torque reaction. When the torque increases, the wing swings backward and the angle of incidence is decreased, thus decreasing the torque required to drive the wing at a given speed. This will be further clarified by the following description .of the results achieved by certain arrangements of the axis 2".

Referring again to Fig. 12, the angle of incidence of the wing I! at the position 220 may be close to the angle of drag. Under these circumstances the wing can be rotated by.

the power of the motor up to a rotational speed considerably above normal. The large torque applied to the hub for this purpose will keep the wing at or near the position 220 and very little lift will be produced. By considerably reducing or discontinuing the application of power to the .hub, for instance by bringing the friction wheel 203 to the position shown in Fig. 8, the

Wings l9 will swing forward into the. vicinity of axis 2|]. It is important that they be free to oscillate in this manner to avoid severe stresses which might otherwise be set up. When the wing under these circumstances occupies the radial position, or a position somewhat to the rear thereof, the slope of the axis 2|! provides desirable aerodynamic damping of these backward and forward oscillations. When the wing l9 swings forward toward position M9, the angle increases, thus increasing the drag and producing a restoring or damping effect. If the wing swings backward toward position 220, its angle decreases, which eifect; also tends to restore or dampthe oscillations. This arrangement tends to prevent or reduce such oscillations and contributes to the A smoothness of operation and the prevention of excessive stresses in the rotating wing.

Immediately upon landing, particularly if the wind is strong, it is desirable to wind in the rotating wings. When the brake 62 is applied to cause rotation of the drums 20, the inertia of the wings l9 carries them forward strongly toward the position 2 l 8. It is desirable that this forward swing of the wing should efiect a reduction of its angle of incidence so as to reduce the lift and prevent the aircraft from again rising off the ground or being tipped by the wind. The decrease in the angle of incidence from the position 2l9 towards the position 2l8 supplies this effect, the angle of the wing at the position 2! being less than its angle in the radial position. The strong application of the brake 62 results in a very quick' passage of the wing through the position of maximum angle 219 to the position 2l8, where it is held until it is completely wound in.

It is advantageous to equip aircraft embodying this invention with superchargers and variable pitch propellers for maintaining thepower of the engine and the optimum pitch of the propeller up to the highest altitudes at which good performance is expected from the fixed wing. Even with a small fixed wing, the speed will increase up to a considerable altitude, and the performance willnot fall off until very high altitudes are reached if the motor power is maintained.

A brief description of the operation will now be given. After taxiing to the point of take-off,

motor power is applied to the rotating .wing systern and the wings l9 are unwound completely but gradually so that they'may gain the necessary speed to support their weight by centrifugal I force as they unwind; The torque applied at the hub reduces the angle of the wings to the vicinity of minimum drag. Meanwhile, the vari able pitch propeller may be adjusted by control 9 (Fig. 3) to substantially zero pitch so that there is no forward thrust and substantially all the power is available to rotate the rotating wing considerably above its normal speed. In the embodiment of Fig. 8 a similar effect may be attained by suitable control of the friction wheel 203 with respect to the disc 202. This speed having been attained, the pitcher the propeller is increased to a suitable low speed value, or the wheel 203 is so proportioned and adjusted and the throttle so set as to put into the rotating wing system only such amountof the motor power as will not generate a torque reaction which cannot be readily overcome by th'e'controls, the remainder of the power being absorbed by the propeller. When a considerable altitude has been reached and it is desired to fly at high speed, the aircraft is nosed downsomewhat to increase the speed, the rotating wing structure is then gradually wound in, the forward speed progressively increasing meanwhile. A speed sufllcient for the support of the aircraft by the fixed wing at its highest usable lift coefficient should be attained before the rotating wing is completely wound up. This condition can be best complied with at very high speeds by a wing structure such as that shown in Fig. 8'where the drag can be progressively decreased as the wing is wound in. The rotation of the wing is then stopped audit is completely retracted into the fuselage, the opening being completely and smoothly covered. The aircraft' then flies at its high speed without being.

handicapped. by the rotating wing to any substantially greater extent than-a slight additional weight. v

'When it is desired to land, the rotating wing system is raised out of the fuselage and put into aircraft may proceed to land at a low forward speed and sinking speed, control being supplied mainly by tilting the axis of the rotating wing.

The alighting gear may be extended simultaneously with the rotating wing or. immediately before landing. If the motor is stopped the propeller driven by air forces will provide the power for extending the rotating wing.

Upon contact with the ground, the wings are immediately rolled up, thus eliminating the lift and putting the machine into a condition for taxiing and for storage in a small space.

Although the invention has been described in connection with the specific details of a preferred embodiment thereof, it must be understood that such details are not intended to be limitative of the invention except insofar as set forth in the accompanying claims.

I claim:

1. In combination, an aircraft having a fixed wing, a rotating wing on the upper side of the aircraft. said rotating wing being retractable and extensible during flight, a retractable alighting gear. on the lower side of the aircraft, and common control means operable to retract and simultaneously.

2. In combination, in an aircraft having a fixed wing and a rotating wing, control means for said fixed wing, said rotating wing being operable to control and balance said aircraft, operating means for said control means, means for extending and retracting said rotating wing during flight, and means for connecting said rotating wing to said operating means when said rotating wing is extended and for disconnecting the rotating wing from the operating means when the rotating wing is retracted.

3. In combination in an aircraft having a motor, a propeller, a fixed wing and a rotating wing, means for retracting said rotating wing, means for extending and initiating the rotation of said rotating wing, means for disconnecting said motor from said propeller and for applying power from said propeller, driven by air forces, to said second named means to effect the extension of the rotating wing when said motor is stopped.

4. In combination in an aircraft having a fixed wing and a rotating wing, said rotatingwing being retractable and extensible during flight, a retractable alighting gear, common control means operable to retract andextend said rotating wing and said alighting gear simultaneously and additional control means whereby said alighting gear may be retracted without retracting said rotating wing and whereby said rotating wing may be extended without-extending said alighting gear.

lage, a rotatable rotating wing housing mounted in the upper part of the fuselage so as to normally form a continuous part of the upper surface of said fuselage when in a retracted position, said housing being adapted to be elevated above the upper surface of said fuselage, a rotating wing normally housed within said rotatable housing when retracted and adapted to be extended 40 therefrom when the housing is in its elevated position, means for retracting said wing into said housing, and means for retracting the housing to its normal position to remove it and the rotating wing from the air stream.

6. In combination, in an aircraft, a fuselage, a rotating wing extending beyond said fuselage, the swept disc area constituting an airplane surface having a positive angle of incidence, a morotating wing.

7. In combination, an aircraft having a wide speed range, a motor and propeller adapted to propel said aircraft at high speed, a fixed wing having a small area such that the stalling speed is substantially above the landing speed of the aircraft, said fixed wing having a large positive angle of incidence at high speed such that the small wing produces a large lift with a small drag, separate means for landing comprising a torsionally rigid articulated rotating wing adapted to be extended so that its diameter issubstantially greater than the span of the fixed wing, controllable driving means for applying power from said motor to said rotating wing substan- 5. In combination, an aircraft having a fuse- 75 torque reaction of the said rotating wing.

high speed so that theaircraft is carried by said 8. In combination, in an aircraft, a completely streamlined fuselage of aerofoil section, a propeller mounted adjacent the lower front extremity of said fuselage, a turret adapted to be extended from and retracted'into the upper-part of said fuselage, said turret having an upper wall adapted to be substantially flush with the upper surface of said fuselage wher the turret is re- "tracted, and having a'skirt depending from said wall, said skirt being provided with a slot, a rotating structure rigidly secured to said turret to support the same, a, flexible wing'carried by said;

structure and normally located within said tu'r V ret, said wing being extensible through said slot above the top of said fuselage when the turret is projected, and means for retracting said turret to a position substantially flush with the upper surface .of the fuselage when the wing is retracted and for projecting said turret upwardly into a position above the upper surface of said fuselage when the wing is to be extended.

9. In combination, an aircraft having a fuselage, a rotating wing housing mounted for rota- 3 tion and for movement away from and toward the fuselage between retracted and projected positions, an extensible wing located in compact, relation within said housing when said housing is in its retracted position, and means forrotat 5 ing and moving said housing between its re tracted and its projected positions and for progressively extending said wing during movement of said housing to its projected position and for progressively retracting said wing during movement of said housing from its projected to its retracted position. 4

10. In combination, in an aircraft, a, fuselage, a centrally located rotating wing, the swept disc area of" which constitutes an airplane surface having a positive angle of incidence, a motor and o propeller propelling said aircraft and said airplane surface, means connecting said motor to said rotating wing to rotate the latter, means including variable speed ratio means in said connecting means for controlling the power supplied to the rotating wing substantially .to eliminate the general flow of air through said swept disc area while causing only moderate torque reaction, and adjustable airfoil means mounted at the rear of said fuselage in the slipstream of said propeller and subjected to the air rotated by said rotating wing to oppose the torque reaction "of said rotating wing.

11. In combination, in an aircraft, a fuselage,

' a centrally located rotating winggthe swept disc area of which constitutes an airplane surface having a, positive angle of incidence, a motor and propeller propelling said aircraft and said air-- plane surface, means connecting said motor to said rotating wing to'rotate the latter, means for controlling the-power supplied to the rotating wing substantially to eliminate the general flow of air through said swept disc area while causing a moderate torque reaction, torque responsive means for limiting the torque reaction of said rotating wing, and adjustable airfoil 12. In an'aircraft having a fuselage, thecombination including, a rotating wing housing,

v means mounting said housing for movement between a retracted position within said fuselage and a projected position above- .the fuselage, means mounting said housing for rotation, a rotating wing normally housed within said housing and adapted to be extendev. therefrom, means for moving \said housing between its retracted and projected positions, and means for retracting and extending said wing into and from said housing 5 while said housing rotates.

EDWARD F. ANDREWS.

CERTIFICATE OF GORREGTI EDNA-RD F ANDREWS It is hereby certified that error appears in of the above numbered patent requiring correcti column, line 5 claim 6, before "flow" insert --g Letters Patent should be read with this correct conform to the'record of the ca signed and so se in the Paten aled this 18th .day of January, A. D.

October 5,, 1915.

the printed" specification s follows: Page 11, first eneraland that the said ion therein that the same may 1; Office.

' Henry Van Arsdale,

(Seal) Acting Commissioner of Patents. 

